< PreviousCASCADE LOOP SCENIC BYWAY 3. Transportation System Assessment Highways of Statewide Significance CANADA OREGON I D A H O 2009 5 5 90 90 82 2 101 101 12 12 97 97 395 395 195 20 20 28 17 3 26 127 8 16 20 2 395 14 4 82 525 12 HighwaysOfStatewideSignificance FerryRoutes HSSRoutes OtherStateHighways 903. Transportation System AssessmentCORRIDOR MANAGEMENT PLAN Highway Characteristics and Conditions on Each Route Existing and planned conditions for each of the state highway routes that comprise the Cascade Loop Scenic Byway are described below. Highway segments are described following a counter-clockwise order around the Cascade Loop, which coincides with Regions 1-9 and is the recommended direction of travel (so north to south from Mukilteo, west to east across the Cascades through Regions 1-4, and then south to north through Region 5, turning westward within Region 6, across the North Cascades in Regions 7 and 8, and then north to south again in Region 9). SR 525 SR 525 extends from the SR 20 junction on Whidbey Island (south of Coupeville and at the turn-off to the Keystone Ferry Terminal) south to Clinton, and then follows the ferry crossing via the marine highway across Possession Sound to the Mukilteo Ferry Terminal. From the Mukilteo Ferry Terminal, the Cascade Loop route follows SR 525 south less than two miles to the junction with SR 526. SR 525 from the Mukilteo Ferry Terminal to the SR 99 junction is known as the Mukilteo Speedway. A spur of SR 525 connects northbound travelers to SR 526 following Paine Field Boulevard (carrying traffic to the Everett/Mukilteo Boeing Plant). SR 525 is an important corridor for commerce, freight, and tourism. NUMBER OF TRAVEL LANES—On Whidbey Island, SR 525 is typically one lane in each direction with occasional turning, passing, deceleration, and acceleration lanes. Approaching and within Clinton, the roadway increases to four lanes with two travel lanes westbound and one travel lane and one ferry queuing lane on the eastbound side. Within Clinton there is also a two-way left-turn lane in the center of the highway. Within Mukilteo, upon departure of the ferry terminal, SR 525 carries two lanes in each direction (with one of these for ferry queuing), transitioning to a three-lane section (one lane southbound, two lanes northbound including the queuing lane). There are occasional turning lanes at intersections and occasional segments of two-way left-turn lanes in the center of the highway. The ferry queuing lane discontinues south of 84th Street SW/SR 526. TRAFFIC VOLUMES—Traffic volumes are measured on an annual basis by WSDOT and expressed in terms of average annual daily traffic (AADT), which is a measure of traffic volume for any average day of the year and includes both directions of travel. For 2012, traffic counts showed between approximately 5,000 and 15,000 AADT on the Whidbey Island segment of the route and 5,700 vehicles per day in the vicinity of the Mukilteo Ferry Terminal, reaching upwards of 21,000 vehicles per day in the vicinity of SR 526. ROADSIDE CLASSIFICATION—WSDOT has adopted a Roadside Classification Plan to guide the management of state highway roadsides. The plan provides guidelines for roadside restoration, planning, management and construction activities. Roadside designations are: Forest, Open, Rural, Semi-Urban and Urban. SR 525 has several designations on Whidbey Island: Forest between SR 20/SR 525 junction near Coupeville to Greenbank Rural in Greenbank Forest from Greenbank to Freeland Rural through Freeland Forest from Freeland to Clinton Semi-Urban through Clinton Urban in the vicinity of Mukilteo ACCESS MANAGEMENT—WSDOT implements access management to varying degrees on all highways across the state to control access to and from properties along highways. Access management helps to improve mobility, safety, capacity, and functionality of highways. Highways are categorized as having either Limited Access or Managed Access. Limited Access highways provide limited and sometimes minimal or no access to adjacent properties. Managed Access highways provide levels of access from Class 1 (most restrictive) to Class 5 (least restrictive). SR 525 consists primarily of Managed Access, Classes 2 through 3. Generally, highways of this classification are required to have access points spaced at least 330 to 660 feet apart and adjacent properties typically are limited to one point of access maximum to the highway. NATIONAL HIGHWAY SYSTEM—SR 525 is designated as part of the National Highway System, classifying it as important to the national economy, defense, and mobility. 91CASCADE LOOP SCENIC BYWAY 3. Transportation System Assessment TRANSIT SERVICE—SR 525 is served by bus transit operated by Community Transit. TRAIN CONNECTION—The Mukilteo train station is located in close proximity to the Mukilteo Ferry Terminal. As such, visitors traveling by train (Amtrak) can reach the Cascade Loop Scenic Byway in this vicinity. Refer to the Washington State passenger rail map in Chapter 4. PLANNING AND PROJECTS—WSDOT worked with the Clinton community to identify and prioritize transportation concerns along the portion of SR 525 stretching from milepost 9.38 through Clinton to the ferry dock at milepost 8.48. A report was developed at the request of community members, who expressed concern about speed, traffic circulation at the ferry terminal, and other issues in the corridor. The report is available for download and review at the WSDOT website: Clinton Issue Identification Study by WSDOT. SR 526 Commonly known as the Boeing Freeway, SR 526 is 4.52 miles in length, extending between SR 525 and Interstate 5. It serves as a vital connection to Boeing's largest manufacturing facility at Paine Field, and provides access to the Future of Flight Aviation Center and Boeing Tour, a major attraction along the Cascade Loop Scenic Byway. NUMBER OF TRAVEL LANES—SR 526 generally carries two lanes of traffic in each direction with additional turning lanes at intersections and occasional segments of two- way left turn lanes in the center of the highway. Other portions of the highway contain a raised barrier in the center median. TRAFFIC VOLUMES—A large percentage of traffic comes from Boeing's Everett Plant for which the highway is named, serving approximately 50,000 employees. AADT levels range from 8,400 at the western junction with SR 525 to 74,000 in the vicinity of Interstate 5 based on 2012 counts. ROADSIDE CLASSIFICATION—SR 526 transitions from Semi-Urban in Mukilteo to Rural near Interstate 5. ACCESS MANAGEMENT—The highway is designated primarily as “managed access” (controlled access). NATIONAL HIGHWAY SYSTEM—SR 526 is designated as part of the National Highway System. HIGHWAY OF STATEWIDE SIGNIFICANCE—WSDOT designates SR 526 as a Highway of Statewide Significance. TRANSIT SERVICE—SR 526 is served by bus transit operated by Community Transit. Interstate 5 Interstate 5 extends for 276.62 miles in Washington (from the border with Oregon to the US/Canadian border). It is the only interstate to traverse the whole north-south length of Washington state. The Cascade Loop Scenic Byway only extends for a short segment on Interstate 5, less than five miles. Saddle Rock in winter, Wenatchee Valley 923. Transportation System AssessmentCORRIDOR MANAGEMENT PLAN NUMBER OF TRAVEL LANES—From the vicinity of SR 526 to the junction with US Highway/SR 2, Interstate 5 generally carries four to five lanes in each direction, including High Occupancy Vehicle (HOV) lanes south of Everett—one in each direction. TRAFFIC VOLUMES—One of the busiest travel ways in the state, an average of 240,000 motorists use it daily (2012). ROADSIDE CLASSIFICATION—Interstate 5 is classified as Rural south of Everett and Semi-Urban within Everett, approaching the junction with US Highway/SR 2. ACCESS MANAGEMENT—Interstate 5 is a Managed Access/Controlled Access facility. Northbound and southbound lanes are typically separated by an open space median and other barriers. NATIONAL HIGHWAY SYSTEM—Interstate 5 is designated as part of the National Highway System. HIGHWAY OF STATEWIDE SIGNIFICANCE—WSDOT designates Interstate 5 as a Highway of Statewide Significance and a principal route for commerce and freight in the state. TRANSIT SERVICE—Community Transit provides transit service in Everett and Snohomish County. While there is not a specific transit stop/station along the Interstate in this vicinity, buses use this segment to get to and from routes. US Highway/SR 2 The Cascade Loop Scenic Byway departs Interstate 5 and joins US Highway/SR 2 in the vicinity of Everett, continuing through the Snohomish River Valley and eastward. It eventually becomes the designated Stevens Pass Greenway, a National Scenic Byway, in Monroe. The Cascade Loop Scenic Byway extends along US Highway/SR 2 for 119 miles from Everett to Wenatchee. (US Highway/SR 97 overlaps with US Highway/SR 2 from the junction east of Leavenworth to Wenatchee.) NUMBER OF TRAVEL LANES—In the vicinity of Everett, US Highway/SR 2 transitions between seven and five lanes in width. At the junction with SR 204, US Highway/SR 2 turns south and becomes a divided highway with two lanes in each direction. Between Snohomish and Monroe the highway comes together and transitions between two lanes in each direction and one lane in each direction. Within Monroe the highway takes on a more urban character and includes intersections with turning lanes and typically ranges between four lanes and five lanes wide in this area. East of Monroe, the highway is typically one lane in each direction. Through Sultan, Startup, and Gold Bar, a two-way left-turn lane is provided in the center of the highway to facilitate local access. The highway then generally ranges from a two-lane to four-lane highway with occasional passing and turning lanes for the remaining distance. Through Leavenworth, the highway takes on more of a “main street” character, with turning lanes and streetscape improvements along the route. TRAFFIC VOLUMES—Based on 2012 AADT counts, volume ranges from 40,000 to 60,000 in the vicinity of Everett, decreasing to 25,000 to 50,000 in the vicinity of Monroe, and 15,000 to 25,000 through Sultan. AADT then drops to approximately 3,000 to 6,000 from Index over Stevens Pass to Coles Corner. In the vicinity of Leavenworth AADT increases to between 10,000 and 15,000, and between Cashmere and Wenatchee, AADT ranges from 15,000 to 25,000. View of Skykomish River from South Fork Skykomish.jpg 93CASCADE LOOP SCENIC BYWAY 3. Transportation System Assessment ROADSIDE CLASSIFICATIONS—US Highway/SR 2 has several designations in the Snohomish River Valley Region: Urban between Puget Sound and Interstate 5 Open between Interstate 5 and WA-204 Forest between WA-204 and WA-9 Rural, Semi-Urban between WA-9 and Monroe Rural between Monroe and Sultan Semi-Urban in Sultan Roadside classifications in the Stevens Pass Greenway Region include: Rural between Sultan and Index Semi-Urban in Gold Bar Forest between Index and Coles Corner Semi-Urban in Skykomish US Highway/SR 2 has several designations in the Leavenworth/Cascade Foothills Region: Forest between Coles Corner and Leavenworth Semi-Urban in Leavenworth Rural between Leavenworth and Cashmere ACCESS MANAGEMENT—US Highway/SR 2 is a Limited Access highway from the vicinity of Everett and transitions to Managed Access from the vicinity of Snohomish to Wenatchee with varying levels of Class 1, 2, and 3 restrictions. TRANSIT AND BUS SERVICE—Community Transit serves the Snohomish County portion of US Highway/SR 2 with a park-and-ride lot located in Monroe. LINK Transit, based out of Wenatchee, provides service in the vicinity of Wenatchee and to Leavenworth to the west and Chelan and Manson to the north. (See map on page 96) Northwest Trailways has a terminal in Wenatchee. Northwest Trailways connects to the Apple Line in Wenatchee and Greyhound in Everett. Refer to the map of regional commercial bus services in Washington on page 97. Various commercial shuttle services also provide service to and from Stevens Pass. TRAIN CONNECTIONS—Amtrak operates passenger rail service with stations in Everett, Leavenworth and Wenatchee (and service between these cities, connecting to points north and south from Everett and east from Wenatchee). Refer to the Washington state passenger rail map on the page 98. NATIONAL HIGHWAY SYSTEM—US Highway/SR 2 is part of the National Highway System, spanning over 2,500 miles across the northern United States. HIGHWAY OF STATEWIDE SIGNIFICANCE—US Highway/SR 2 is designated as a Highway of Statewide Significance and serves as a major east-west arterial through Washington. It also serves interregional needs for freight movement as an important connection to Central Washington, carrying between 4 million and 10 million tons of freight per year on some segments. US Highway/SR 97 Alternative (97A) US Highway/SR 97 Alternative (97A) is located on the west side of the Columbia River, connecting Wenatchee to Chelan. US Highway/SR 2 overlapping with US Highway/ SR 97 continues along the east side of the Columbia River, while the Cascade Loop Scenic Highway Route follows US Highway SR 97A. NUMBER OF TRAVEL LANES—US Highway/SR 97A is two lanes (one lane in each direction). 943. Transportation System AssessmentCORRIDOR MANAGEMENT PLAN TRAFFIC VOLUMES—Traffic counts showed approximately 3,000 to 9,500 AADT on this segment in 2012. ROADSIDE CLASSIFICATION—US Highway/SR 97A has several designations in this segment: Rural between the US Highway/SR 2 interchange near Wenatchee and Chelan Semi-Urban and Urban in Chelan Forest and Rural on WA-971 near Lake Chelan ACCESS MANAGEMENT US Highway/SR 97A is primarily Managed Access with Class 1 through 3 restrictions. TRANSIT SERVICE—LINK Transit, based out of Wenatchee uses this route to provide transit service to and from Chelan and Manson. NATIONAL HIGHWAY SYSTEM—US Highway/SR 97A is part of the National Highway System. HIGHWAY OF STATEWIDE SIGNIFICANCE—US Highway/SR 97A is designated as a Highway of Statewide Significance. It is also an important freight route carrying goods to and from Chelan, including between 300,000 and 4,000,000 tons of freight per year. US Highway/SR 97 Highway/SR 97 is the designation of the segment of the Cascade Loop Scenic Byway from the point US Highway/SR 97A merges with US Highway/SR 97, north of Chelan to the junction with SR 153. NUMBER OF TRAVEL LANES—Within this segment of US Highway/SR 97, the highway is generally two lanes (one lane in each direction). TRAFFIC VOLUMES—Traffic counts showed approximately 4,500 AADT on this segment in 2012. ROADSIDE CLASSIFICATION—US Highway/SR 97 is designated as Open and Rural within this segment from Chelan to SR 153 at Pateros. ACCESS MANAGEMENT—US Highway/SR 97 is primarily Managed Access with Class 1 through 3 restrictions. Some segments are designated as Limited Access. NATIONAL HIGHWAY SYSTEM—US Highway/SR 97 is part of the National Highway System, and as US Highway 97 it begins in northern California and continues all the way north through Oregon and Washington to the US/Canadian border, spanning a length of 663 miles in the US. HIGHWAY OF STATEWIDE SIGNIFICANCE—US Highway/SR 97 is designated as a Highway of Statewide Significance and is also an important freight route carrying goods to and from Chelan, including between 4 million and 10 million tons of freight per year. SR 153 The Cascade Loop Scenic Byway follows SR 153, known as the Methow Valley Highway, from the junction with US Highway/SR 97 near the confluence of the Methow River and Columbia River at Pateros to the junction with SR 20 to the northwest, near Twisp. The highway was first established as Methow-Barron Road at the end of the nineteenth century, later becoming State Route 12 and Primary State Highway 16 and then renumbered SR 153 in 1964. NUMBER OF TRAVEL LANES—SR 153 is generally a two-lane highway (one lane in each direction) throughout its alignment. TRAFFIC VOLUMES—Traffic counts in 2012 showed AADT ranging from 1,400 to 2,500 on SR 153. ROADSIDE CLASSIFICATION—SR 153 has a roadside classification of Rural between US Highway/SR 97 and SR 20. ACCESS MANAGEMENT—SR 153 is primarily a Managed Access highway with Class 1 and 3 restrictions. NATIONAL HIGHWAY SYSTEM—SR 153 is the only route of the Cascade Loop Scenic Highway that is not part of the National Highway System. HIGHWAY OF STATEWIDE SIGNIFICANCE—SR 153 is not designated as a Highway of Statewide Significance. The route is important for freight and commerce (carrying goods and people to and from the Methow Valley). WSDOT estimates that between 300,000 and 4,000,000 tons of freight per year are carried on SR 153. 95CASCADE LOOP SCENIC BYWAY 3. Transportation System Assessment Transit System Bus Routes Link Transit Chelan/Douglas Counties 963. Transportation System AssessmentCORRIDOR MANAGEMENT PLAN SR 20 SR 20 is one of the longest segments of the Cascade Loop Scenic Byway. In the Methow Valley, from the junction with SR 153 at milepost 66.29, over the North Cascades, to milepost 204.09 at Sedro-Woolley, the route is known as the North Cascades Scenic Highway, with the federal designation of National Forest Scenic Byway. From Sedro-Woolley to the west, SR 20 enters the broad Skagit Valley and continues to Fidalgo Island and the edge of Puget Sound just south of Anacortes at Sharpes Corner, where the highway turns, crosses scenic Deception Pass and extends onto Whidbey Island. On Whidbey Island, SR 20 continues south to the vicinity of Fort Casey and then turns west, following the marine highway route via ferry to Port Townsend and beyond, across Puget Sound. SR 20 is the longest highway in Washington at 436 miles, extending from the Washington-Idaho border, across the state to west of Puget Sound. SR 20 has often been referred to as the “most beautiful mountain highway in Washington state.” NUMBER OF TRAVEL LANES—SR 20 is predominantly two lanes (one lane in each direction) with occasional turning, passing, deceleration, and acceleration lanes. In some of the more developed segments, such as approaching Sharpes Corner and through Oak Harbor, the highway widens to two lanes in each direction. TRAFFIC VOLUMES—For 2012, traffic counts showed from 3,000 to 5,000 AADT in the vicinity of the SR 153 junction. Over the pass, traffic volumes decrease to around 1,000 to 1,500 AADT, due to the annual closure of this segment. In the vicinity of Concrete AADT was 4,800 in 2012, increasing to around 17,000 to 20,000 in the vicinity of Sedro-Woolley and Burlington. AADT increases again on the segment extending west, reaching 31,000 before the turn to Deception Pass and Whidbey Island. On Whidbey Island AADT ranges from 13,000 to 21,000 based on 2012 counts. ROADSIDE CLASSIFICATION—SR 20 has several classifications crossing the North Cascades: Rural between SR 153/SR 20 junction and Mazama Semi-Urban in Twisp and Winthrop Forest from Mazama to Ross Lake Rural and Forest from Ross Lake to Sedro-Woolley Semi-Urban in Sedro-Woolley and Burlington Rural from Burlington to Deception Pass Classifications of SR 20 as it crosses Fidalgo and Whidbey Islands include: Rural and Forest from Deception Pass to SR 525/SR 20 Urban and Semi-Urban in Oak Harbor Rural south of Oak Harbor Bellingham Pt Angeles Pt Townsend Everett Seattle Seatac Tacoma Olympia Vancouver Omak Kettle Falls Chewelah Colville Deer Park Wenatchee Moses Lake Ritzville Pullman Spokane Ellensburg Yakima Prosser Sunnyside Greyhound Gold Line Northwestern Stage Lines Grape Line Apple Line Dungeness Line Pasco Walla Walla Statewide Intercity Bus Network Travel Washington 97CASCADE LOOP SCENIC BYWAY 3. Transportation System Assessment !( !( !( Stanwood !( !( !( !( !( !( !( !( !( !( !( !( !( ! ( !( !( !( !(!( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( Kent Kelso/Longview Pasco Tacoma Tukwila Mukilteo Olympia/Lacey Ephrata Seattle Spokane Everett Edmonds Auburn Sumner Puyallup Vancouver Bingen/White Salmon Centralia Wenatchee Wishram Bellingham Mount Vernon Leavenworth Yakima Okanogan Grant King Ferry Chelan Lewis Clallam Kittitas Stevens Lincoln Skagit Pierce Adams Whatcom Whitman Benton Klickitat Jefferson Douglas Spokane Snohomish Pacific Skamania Grays Harbor Cowlitz Mason Franklin Clark Pend Oreille Walla Walla Asotin Columbia Garfield Kitsap Island Thurston San Juan Wahkiakum Passenger Rail System - Washington State k Cascades (Intercity Rail) Builder (Long-Distance) Starlight (Long-Distance) Transit (Commuter Rail) d street cars are not included. Legend !( ! ( !( !( Amtrak Cascades (Intercity Rail) Empire Builder (Long-Distance) Coast Starlight (Long-Distance) Sound Transit (Commuter Rail) Light rail and street cars are not included. Source: WSDOT State Rail and Marine Office rail@wsdot.wa.gov / 360-705-7900 Publication Date: January 2012 Z:/GIS/2011 Maps ACCESS MANAGEMENT—SR 20 is comprised of several different Access Management types. From Twisp to Winthrop, SR 20 consists of Managed Access, from Class 2 through Class 5. From Winthrop to Ross Lake, SR 20 consists of Limited Access. From Ross Lake to Whidbey Island, SR 20 consists primarily of Managed Access, Class 2, with some small areas designated Limited Access. NATIONAL HIGHWAY SYSTEM—SR 20 from Interstate 5 to the Keystone Ferry near Fort Casey State Park is a part of the National Highway System. The highway is significant to the defense, economy, and mobility of the region and of the nation. SR 20 from Interstate 5 west to the Whidbey Island Naval Station near Oak Harbor is designated as a major STRAHNET (Strategic Highway Network) connector. STRAHNET is a transportation network critical to the national defense system to provide for defense and emergency access. SR 20 is designated as a major STRAHNET connector, indicating that the highway provides access to and between major military installations, including the Whidbey Island Naval Station. HIGHWAY OF STATEWIDE SIGNIFICANCE—SR 20 is a Highway of Statewide Significance and an important freight route, carrying between 300,000 tons to 10 million tons of freight per year. TRANSIT SERVICE Island Transit provides service on Whidbey and Camano Islands. Refer to page 96 for a map of the Island Transit System. 983. Transportation System AssessmentCORRIDOR MANAGEMENT PLAN The first state funding to explore a possible route through the Cascade Range was appropriated in 1895. After decades of analysis, design, and construction, the North Cascades Highway was completed September 2, 1972, connecting the Skagit River Valley with the Methow Valley. Read a detailed history of the North Cascades Highway in a North Cascades Grand Opening brochure (pdf 4 MB) published by Washington Highways in September 1972. From Forging a Trail to Paving a Highway: North Cascades Highway History 1896 - 1972--Prior to the completion of North Cascades Highway, Native Americans used this corridor as a trading route from the Eastern Plateau country to the Pacific Coast, for over 8,000 years. Beginning in the mid 1800s white settlers arrived in search of gold, fur bearing animals, and the possibility of finding a new home. 1896—The State Road Commission, after surveying possible routes in the upper Skagit, concluded that the Skagit gorge was not a practical route. They settled upon the Cascade Pass route. In 1897 a road up the Cascade River was roughed out as far as Gilbert Landre’s cabin. Although the wagon road never went any farther, it was shown on maps as State Highway #1 or the Cascade Wagon Road. 1897 —Flood took out most of the newly completed work along the Cascade River. 1905—Joseph M. Snow, the first State Highway Commissioner, reported that almost all the money appropriated up to that time for a road had been wasted. 1905—State designated a highway to be built along the Methow River from Pateros to Hart’s Pass. 1909—The road was completed to Hart’s Pass. SEPT. 14, 1924 —Gorge Dam went into operation. NOV. 1936 —Diablo Dam started producing power. 1940 —Highway promoters broke the stalemate about routings across the North Cascades that had persisted since the days of Alexander Ross (1814). L.D. Holloway persuaded other boosters to go along with the Forest Service and State Highway Department in scrapping forever the Cascade Pass highway idea and agreeing on a route across Rainy and Washington passes. 1953—The North Cascades Highway Association was formed. Boosters made plans for promotional and political campaigns. During the 1950s, requests were made for huge timber sales along the highway corridor. These proposals were used to support the need for a highway. 1958-1959 —The State appropriated funds to build a highway from Diablo to Thunder Arm and to improve access roads on both sides of the mountains. Construction began in 1959. JAN. 6, 1966—The North Cascades Study Team report was released. Its proposals included new wilderness areas and a North Cascades National Park. The Study Team envisioned the new road as a scenic highway, not an access for logging, mining, or development. SEPT. 1968—A rough pioneer road was completed. On September 29, hundreds of four- wheel drive vehicles formed a caravan to make the first crossing and celebrate at the summit of Rainy Pass. OCT. 2, 1968 —President Lyndon B. Johnson signed the North Cascades National Park bill. SEPT. 2, 1972—North Cascades Highway officially opened. 99Next >